The new Williams features several design solutions similar to Ferrari and Mercedes, but it must first address a significant weight issue ahead of the new Formula 1 season.
It took some time to arrive, but Williams has finally unveiled its new challenger after finishing last season as the closest pursuer to the leading group. The British team is aiming to confirm its upward trajectory and has chosen to diverge from some of the top teams’ technical philosophies by adopting a pull-rod front suspension layout. At the same time, there are clear similarities with Ferrari and Mercedes, including small aerodynamic details that, for now, take a back seat to the more pressing concern of excess weight.
The front end
Williams becomes the third team on the grid to opt for a pull-rod front suspension, joining Cadillac and Alpine. The steering rack is positioned as the most forward element, while the upper wishbone is angled downward, as seen on other cars, helping to guide airflow coming from the front wing toward the floor.
As explained by technical experts in the paddock, the choice between push-rod and pull-rod suspension depends heavily on aerodynamic interaction with the front wing. It is therefore no surprise that the Williams front wing follows a concept similar to the other teams running a pull-rod layout.
The main profile of the wing features a curved shape, higher at the sides, almost mirroring the inclination of the rod that activates the spring-damper assembly. The nose connects to the first wing element, concealing the actuator for the active aerodynamics system, which operates across the upper profiles. On the outer section of the endplates, twisted outward in search of the outwash effect to direct airflow around the front wheels, there are additional flaps already showing early development work.
Particularly striking are the brake ducts, which, like those seen on Ferrari and Mercedes, remain within the carbon fiber structure that protects the wheel rim. The inlet section is therefore extremely narrow, raising questions about the internal brake layout and the cooling strategies Williams intends to adopt.
The bodywork
Moving to the central section of the car, the Grove-based team appears to have concentrated the radiators high up around the power unit. This is suggested by the large air scoop above the driver’s head, which is notably wide and features a central intake divided into two sections, with the lower portion feeding the intercooler.
The sidepod inlets are more squared-off in shape, with the upper lip extending forward. This area remains one of the biggest points of differentiation between teams, as it influences local pressure distribution and helps divert turbulence generated by the front wheels away from the floor.
The side view reinforces the idea of high-mounted radiators, with a relatively small shark fin due to packaging constraints under the engine cover. Lower down, the bodywork features wide sidepods that are not excessively undercut, instead favoring a tighter rear section to pull airflow from the outside toward the centerline, a philosophy also seen on Mercedes and Ferrari.
At the start of the floor, Williams has opted for a large vertical fence, limiting the number of horizontal elements. The bodywork then channels airflow toward the gearbox area, where the rear push-rod suspension is mounted.
Last season, Williams used a mix of in-house components and Mercedes-supplied parts. It remains to be seen whether that strategy has been maintained for the FW48. The diffuser also features an extension on either side of the impact structure, similar to solutions seen on the Silver Arrows and Ferrari, though not taken to the same extreme as the Maranello car.
Beyond aerodynamic considerations, however, the team must first solve its overweight problem. All teams have struggled to reach the regulatory minimum weight under the new rules, but Williams has been particularly affected, with production delays and chassis homologation issues certainly not helping the situation.
The team has already planned a weight-reduction program for the opening races of the season. In the meantime, maximizing mileage during testing in Bahrain will be crucial to make up for the preparation time lost due to its absence from the Barcelona shakedown. Only once the weight issue is under control will the true performance potential of the Williams FW48 become clear in the fight at the front of the midfield.
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